NTSB Factual Report

HISTORY OF FLIGHT

On August 16, 2005 at 2143 eastern daylight time, a Cessna 310R, N2631E, registered to and operated by a commercial pilot, collided with trees, a concrete electrical power pole and subsequently the ground and burst into flames on the property of the Sweetwater Country Club in Apopka, Florida. The personal flight was operated under the provisions of Title 14, CFR Part 91, and night visual flight rules. Night visual meteorological conditions prevailed and no flight plan was filed. The pilot received fatal injuries and the airplane sustained substantial damage. The flight originated from Charlotte, North Carolina, at an undetermined time.

According to local area residents, the airplane was slow and seen just above tree top level and descending. Residents believed the airplane was attempting to land on the gulf course. Residents stated they saw red, green and white lights as the airplane past over their location. The airplane struck power lines and the ground and burst into flames. Power was lost to 1,400 residents at the time of the accident. Residents called the emergency 911 operator and reported the accident, then proceeded to the accident site to see if they could be of assistance to the occupant.

According to the FAA, following his departure from Charlotte, North Carolina, there were no radio communications with the airplane at any time during the flight.

PERSONNEL INFORMATION

The commercial pilot held ratings in single engine, multi-engine instrument airplanes. The pilot's third class medical certificate was issued on October 14, 2004, with restrictions that he must have available glasses for near vision. The pilot reported on his medical certificate application that his total civilian flight hours were 645 hours. The pilot's logbook was not recovered for examination.

AIRCRAFT INFORMATION

The Cessna 310, S/N 310R1618, was a six seat, twin engine, retractable tricycle landing gear airplane. A review of maintenance records revealed that the airplane had undergone a 100 hour inspection in June of 2005, at an airframe total time of 3,854.0 hours. At the time of the accident, the airplane had accumulated 18.8 hours since that inspection.

METEOROLOGICAL INFORMATION

The nearest weather reporting facility at the time of the accident was Orlando, Florida. The 2153 surface weather observation was: sky clear, visibility 10 statute miles, temperature 29-degrees Celsius, dewpoint temperature 24-degrees Celsius, wind 120-degrees at 7 knots, and altimeter 30.06. Night visual meteorological conditions prevailed at the time of the accident.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed the wreckage debris was scattered over an area 290 feet long and 144 feet wide with the empennage of the airplane coming to rest on a 350-degree magnetic heading. The cockpit area of the airplane was entangled with the power lines attached to the power pole. Both wings and the cockpit were separated from the remainder of the airframe. The flaps were observer to be down 10-degrees and the landing gear was observed in the up and retracted position. Fire damage was observed around both the left and right main fuel tanks and around the cockpit and instrument panel.

Right wing had separated into two pieces. The first separation was inboard of the right engine pylon. The second separation was outboard at the auxiliary fuel tank. Both impact signatures were consistent with the airplane being in a nose up, right yaw attitude. The right main tip tank separated from the wing and was located fifty feet forward of the right wing. The fuel tank was found resting near the left wing inverted with a large hole and post impact fire damage in its immediate area.

The cockpit area was fire damaged. The forward fuselage section was found entangled with the concrete light pole which was observed lying on it side fracture in multiple pieces along the wreckage path. The nose cone and avionics were fire damaged. The instrument panel, control yokes, radios and instruments remained with the instrument panel but the electrical wiring was entangled with the light pole. The empennage aft of the cockpit seats remained intact and was located approximately 75 feet forward of the right wing. The vertical stabilizers leading edge was damaged by the high tension power lines which were embedded in the stabilizer. Control cable continuity between all flight controls could not be established due to airframe damage. The airplane was equipped with micro vortex generators.

The left wing separated from the fuselage at the wing root and came to rest with the trailing edge of the wing wrapped around a tree located approximately 50 feet forward of the initial impact tree. Examination of the flap actuator sprocket measurement equated to approximately 10-degrees of flap extension. Continuity of the elevator, rudder and aileron trim tab cables were not obtained due to impact damage.

The landing gear selector switch was observed to be in the up position. The left fuel selector valve position had been pulled past the fuel off stop. The right fuel selector valve position was observed in-between the right main fuel tank detent and the off detent.

Examination of the right engine on-scene found the left side exhaust muffler assembly, the starter, both magneto’s, and the intake system including the throttle body and fuel control separated. The oil sump exhibited crush damage.

The fuel manifold valve was disassembled, and the screen was found clear of debris and there was a presence of fuel. The fuel pump was removed, the coupler was intact and there was no fuel observed in the pump and the pump rotated freely by hand. The spark plugs were removed and normal wear and deposits were observed compared to Champion Aviation Check -A-Plug chart. Both magnetos were rotated by hand and spark was observed at all leads. Compression was accomplished on all cylinders. The fuel mixture control was found at the 1/3 advanced position and the throttle body control was found in the open position. The engine was subsequently crated and shipped to Continental Motors in Mobile, Alabama for further examination. On November 16, 2005, the examination found the engine damaged beyond runable condition. The factory examination of the engine found no mechanical problems that would have prevented the engine from operating prior to the accident.

Examination of the right propeller assembly found blade "A" with light diagonal scratches on the face of the blade. Blade "B" there were deep diagonal scratches observed on the face of the blade, and aft bending from the hub to the tip. There was damage noted on the tips trailing edge of the blade. Blade "C" had cord-wise scratches from the mid section to the tip. Aft bending was noted from the hub to the tip. The propeller hub assembly and spinner were intact but impact damaged. There was no twisting observed on the spinner.

Examination of the left engine on-scene found the left side exhaust muffler and the intake system including the throttle body and fuel control separated from the engine. Crushing was noted on the oil sump. The fuel manifold valve was disassembled and the screen was clear of debris however, debris was observed in the cavity below the screen. The fuel pump lines were removed and fuel was observed in the drain line. The fuel coupler was intact and the fuel pump was rotated freely by hand. Examination of the spark plugs found normal wear and deposits were observed compared to Champion Aviation Check -A-Plug chart. The oil pump was disassembled and scoring was observed in the oil cavity. Both magnetos were removed and spark was observed on all leads when they were rotated by hand. Borescoping of each cylinder found normal deposits, and all valves were observed with proper seating. Examination of the left engine fuel control, found the mixture in idle cutoff, and the throttle was found in the closed position. The engine was subsequently crated and shipped to Continental Motors in Mobile, Alabama for further examination. On November 16, 2005, the engine was placed in a test cell and run to 2400 rpm. The engine ran with no discrepancies noted.

Examination of the left propeller assembly found it separated from the engine at the crankshaft flange. Blade "A" had cord wise scratches noted on the face from the mid section to the tip. Aft bending was noted from the mid section to the tip. Blade "B" had cord wise scratches on the face in the mid section. leading edge damage was noted at the tip of the blade. Blade "C" had cord wise scratches were noted on both the leading edge and trailing edge of the face of the blade. There was aft bending and twisting noted from the hub to the tip. There was tearing noted on the leading edge deicing boot. The hub assembly and spinner were found separated from the hub assembly and impact damage was noted on the piston. On November 16, 2005, found it damaged beyond runable condition. Examination of the engine found no mechanical problems that would have prevented the engine from operating prior to the accident.

MEDICAL AND PATHOLOGICAL INFORMATION

The Office of the Medical Examiner District None, Orlando, Florida, conducted a postmortem examination of the pilot on August 17, 2005. The reported cause of death was "Multiple traumatic injuries", and the manner of death was Accident. The Forensic Toxicology Research Section, Federal Aviation Administration, Oklahoma City, Oklahoma performed postmortem toxicology of specimens from the pilot. There was no Carbon Monoxide, Cyanide, or drugs detected in the blood and no Ethanol was detected in the Vitreous.

ADDITIONAL INFORMATION

The wreckage was released to Sample International, Ormond Beach, Florida, on November 21, 2005.

NTSB Probable Cause

The pilot's failure to maintain adequate visual lookout and object clearance, which resulted in the in-flight collision with trees.